Calibration and programming of in-vehicle battery sensors

ABSTRACT

An in-vehicle battery sensor includes a sensor configured to couple to a storage battery. A memory is configured to store calibration information. An input receives calibration information which is saved in the memory. A controller performs a battery test on the storage battery using the sensor output and the stored calibration information.

CROSS-REFERENCE TO RELATED APPLICATION

The present application is based on and claims the benefit of U.S. provisional patent application Ser. No. 62/154,251, filed Apr. 29, 2015 and U.S. provisional patent application Ser. No. 62/155,045, filed Apr. 30, 2015, the present invention is also a Continuation-In-Part of U.S. Ser. No. 14/565,589, filed Dec. 10, 2014 which is based on and claims the benefit of U.S. provisional patent application Ser. No. 61/915,157, filed Dec. 12, 2013 the contents of which are hereby incorporated by reference in their entirety.

BACKGROUND

The present invention relates to electronic battery monitors of the type used to couple to batteries used in automotive vehicles. More specifically, the present invention relates to programming such monitors.

Electronic battery monitors are typically configured to be permanently coupled to batteries of automotive vehicles. The monitors may be configured to measure various parameters including current, voltage and temperature.

Various types of techniques are known for monitoring batteries and related systems. Examples of electronic testers and related technologies are shown in: U.S. Pat. No. 3,873,911, issued Mar. 25, 1975, to Champlin; U.S. Pat. No. 3,909,708, issued Sep. 30, 1975, to Champlin; U.S. Pat. No. 4,816,768, issued Mar. 28, 1989, to Champlin; U.S. Pat. No. 4,825,170, issued Apr. 25, 1989, to Champlin; U.S. Pat. No. 4,881,038, issued Nov. 14, 1989, to Champlin; U.S. Pat. No. 4,912,416, issued Mar. 27, 1990, to Champlin; U.S. Pat. No. 5,140,269, issued Aug. 18, 1992, to Champlin; U.S. Pat. No. 5,343,380, issued Aug. 30, 1994; U.S. Pat. No. 5,572,136, issued Nov. 5, 1996; U.S. Pat. No. 5,574,355, issued Nov. 12, 1996; U.S. Pat. No. 5,583,416, issued Dec. 10, 1996; U.S. Pat. No. 5,585,728, issued Dec. 17, 1996; U.S. Pat. No. 5,589,757, issued Dec. 31, 1996; U.S. Pat. No. 5,592,093, issued Jan. 7, 1997; U.S. Pat. No. 5,598,098, issued Jan. 28, 1997; U.S. Pat. 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No. 61/330,497, filed May 3, 2010, entitled MAGIC WAND WITH ADVANCED HARNESS DETECTION; U.S. Ser. No. 61/348,901, filed May 27, 2010, entitled ELECTRTONIC BATTERY TESTER; U.S. Ser. No. 61/351,017, filed Jun. 3, 2010, entitled IMPROVED ELECTRIC VEHICLE AND HYBRID ELECTRIC VEHICLE BATTERY MODULE BALANCER; U.S. Ser. No. 12/818,290, filed Jun. 18, 2010, entitled BATTERY MAINTENANCE DEVICE WITH THERMAL BUFFER; U.S. Ser. No. 61/373,045, filed Aug. 12, 2010, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONARY STORAGE BATTERY; U.S. Ser. No. 61/411,162, filed Nov. 8, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 13/037,641, filed Mar. 1, 2011, entitled: MONITOR FOR FRONT TERMINAL BATTERIES; U.S. Ser. No. 13/098,661, filed May 2, 2011, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 13/152,711, filed Jun. 3, 2011, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 61/558,088, filed Nov. 10, 2011, entitled BATTERY PACK TESTER; U.S. Ser. No. 13/357,306, filed Jan. 24, 2012, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 61/665,555, filed Jun. 28, 2012, entitled HYBRID AND ELECTRIC VEHICLE BATTERY MAINTENANCE DEVICE; U.S. Ser. No. 13/668,523, filed Nov. 5, 2012, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 13/672,186, filed Nov. 8, 2012, entitled BATTERY PACK TESTER; U.S. Ser. No. 61/777,360, filed Mar. 12, 2013, entitled DETERMINATION OF STARTING CURRENT IN AN AUTOMOTIVE VEHICLE; U.S. Ser. No. 61/777,392, filed Mar. 12, 2013, entitled DETERMINATION OF CABLE DROP DURING A STARTING EVENT IN AN AUTOMOTIVE VEHICLE; U.S. Ser. No. 13/827,128, filed Mar. 14, 2013, entitled HYBRID AND ELECTRIC VEHICLE BATTERY MAINTENANCE DEVICE; U.S. Ser. No. 61/789,189, filed Mar. 15, 2013, entitled CURRENT CLAMP WITH JAW CLOSURE DETECTION; U.S. Ser. No. 61/824,056, filed May 16, 2013, entitled BATTERY TESTING SYSTEM AND METHOD; U.S. Ser. No. 61/859,991, filed Jul. 30, 2013, entitled METHOD AND APPARATUS FOR MONITRING A PLURALITY OF STORAGE BATTERIES IN A STATIONARY BACK-UP POWER SYSTEM; U.S. Ser. No. 14/039,746, filed Sep. 27, 2013, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 61/915,157, filed Dec. 12, 2013, entitled BATTERY TESTER AND BATTERY REGISTRATION TOOL; U.S. Ser. No. 61/928,167, filed Jan. 16, 2014, entitled BATTERY CLAMP WITH ENDOSKELETON DESIGN; U.S. Ser. No. 14/204,286, filed Mar. 11, 2014, entitled CURRENT CLAMP WITH JAW CLOSURE DETECTION; U.S. Ser. No. 14/276,276, filed May 13, 2014, entitled BATTERY TESTING SYSTEM AND METHOD; U.S. Ser. No. 62/024,037, filed Jul. 14, 2014, entitled COMBINATION SERVICE TOOL; U.S. Ser. No. 62/055,884, filed Sep. 26, 2014, entitled CABLE CONNECTOR FOR ELECTRONIC BATTERY TESTER; U.S. Ser. No. 14/565,689, filed Dec. 10, 2014, entitled BATTERY TESTER AND BATTERY REGISTRATION TOOL; U.S. Ser. No. 14/598,445, filed Jan. 16, 2015, entitled BATTERY CLAMP WITH ENDOSKELETON DESIGN; U.S. Ser. No. 62/154,251, filed Apr. 29, 2015, entitled CALIBRATION AND PROGRAMMING OF IN-VEHICLE BATTERY SENSORS; U.S. Ser. No. 62/155,045, filed Apr. 30, 2015, entitled CALIBRATION AND PROGRAMMING OF IN-VEHICLE BATTERY SENSORS; U.S. Ser. No. 14/799,120, filed Jul. 14, 2015, entitled AUTOMOTIVE MAINTENANCE SYSTEM; U.S. Ser. No. 14/861,027, filed Sep. 22, 2015, entitled CABLE CONNECTOR FOR ELECTRONIC BATTERY TESTER; U.S. Ser. No. 62/233,614, filed Sep. 28, 2015, entitled KELVIN CONNECTOR ADAPTOR FOR STORAGE BATTERY; U.S. Ser. No. 15/006,467, filed Jan. 26, 2016, entitled ALTERNATOR TESTER; U.S. Ser. No. 15/017,887, filed Feb. 8, 2016, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 15/049,483, filed Feb. 22, 2016, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 15/077,975, filed Mar. 23, 2016, entitled BATTERY MAINTENANCE SYSTEM; all of which are incorporated herein by reference in their entireties.

SUMMARY

An in-vehicle battery sensor includes a sensor configured to couple to a storage battery. A memory is configured to store calibration information. An input receives calibration information which is saved in the memory. A controller performs a battery test on the storage battery using the sensor output and the stored calibration information.

An in-vehicle battery monitor is coupled to a storage battery. Memory is configured in the battery monitor to store calibration information. A service tool performs a battery test on the storage battery and calculates the CCA of the battery. The service tool also reads the output from the battery monitor. The service tool compares the battery monitor output to the service tool measurements. The service tool then calculates calibration factors and programs the calibration factors into the battery monitor. This enables the battery monitor to output a CCA value that matches the value measured by the service tool.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a simplified diagram of an automotive vehicle including an electronic battery monitor coupled to the battery of the vehicle.

FIG. 2 is a simplified schematic diagram of the battery monitor of FIG. 1.

FIG. 3 is a simplified block diagram showing battery test circuitry.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

The present invention relates to battery testers and battery monitors. More specifically, the present invention relates to battery registration tools of the type used to store information in sensors and management systems of batteries used in automotive vehicles.

It is becoming commonplace for new cars to have battery sensors (monitors). These sensors measure voltage, current, and temperature. Furthermore, using these measurements, the sensors estimate the battery state of charge, state of health, and various other parameters. However, in order to do so, they require basic battery parameters to be programmed into the sensors. These parameters may include, but are not limited to the following:

Rated Amp Hours of Capacity

Rated CCA

Peukert Number

Battery chemistry, such as AGM or flooded

These sensors are typically programmed independently or through the vehicle. This is commonly known as “battery registration”. However, in some instances, there may not be a verification performed to ensure that the parameters programmed into the sensor actually match the battery mounted in the car. If the battery parameters listed above do not match the battery that is physically mounted in the car, then state of charge, state of health, and other calculations will be prone to error. Furthermore, if these parameters are not updated when a battery is changed, there is also an opportunity for error, especially if the replacement battery does not have the same characteristics as the original battery. There may also be errors due to sources such as inaccurate sensors.

An additional consideration is that often times the state of charge and state of health algorithms included in the battery sensors are inaccurate and may become even less accurate as batteries age. This is another source for error.

A third consideration is that battery registration is commonly done through the OBDII databus of the vehicle. Due to variations in the way each manufacturer programs its vehicles, and even variations within the same manufacturer for different vehicle models and model years, the battery registration process is different from vehicle to vehicle. This complicates the process across a wide variety of vehicles.

In one aspect, the present invention provides a new type of service tool or an enhancement to existing service tools. A battery tester is provided that can also program battery sensors (monitors), thereby reducing the opportunity for errors in the battery registration process. In one specific example, an operator enters the battery parameters into a battery maintenance tool. Next, a battery test is performed to ensure that the battery meets manufacturer recommendations. Upon receiving a positive test result, the operator may then program the applicable parameters into the battery sensor. This ensures that the battery sensor is properly programmed. Because the sensor may be programmed directly, without the need to communicate through the OBDII databus of the vehicle, vehicle specific protocols are not necessary. Furthermore, this also allows the opportunity to use more accurate battery tester algorithms and techniques than a simple voltage-based algorithm which is commonly used in standard battery sensors. An improved algorithm may also be programmed into the vehicle at the same time that battery registration process is performed.

Battery sensors are referred to by a number of different names including battery control module, battery management system, battery management sensor, battery monitor sensor, intelligent battery sensor, BECB, battery monitor unit, electronic battery sensor, battery control unit, among others. Herein, referred to in general as electronic battery monitors. Example electronic battery monitors include ING-100, INGEN Battery Management System available from Midtronics Inc., the Intelligent Battery Sensor IBS 200x, the Delphi IVT battery sensor, as well as components such as the ADU C7039 available from Analog Devices, the AMS AG AS8510, among others. Communication with such devices includes various techniques including a Local Interconnect Network (LIN), a Controller Area Network (CAN), wireless technologies including Bluetooth® and WiFi, as well as OBDII. The sensors can be configured to calculate parameters of the battery including state of charge, state of health, or others.

FIG. 1 is a simplified diagram of an automotive vehicle 10 including a storage battery 12, an engine/loads 14 and a charge system 16. Operation of the vehicle including the charge system and the loads are under the control of a controller 18. Vehicle 10 may be a conventional automotive vehicle, a hybrid or an electrical vehicle. During operation, power is drawn from battery 12 to power components of the vehicle. These may be traditional loads such as headlights, electric radios, engine components, etc. In case of a hybrid or electrical vehicle, engine 14 comprises one or more electric motors which are used to propel the vehicle. Some type of a charge system 16 is also provided. In a conventional vehicle, charge system 16 may be an alternator coupled to an internal combustion engine. A similar configuration can be used in a hybrid vehicle. Other charging techniques include those which use regenerative techniques such as regenerative braking in which the braking force is captured and used to charge the battery 12. Storage battery 12 may be a conventional 12 volt storage battery such as those typically used in automotive vehicles or may be a larger battery pack such as those used in hybrid or electrical vehicles. A battery sense monitor 20 is shown coupled to the battery 12. Operation of monitor 20 will be explained in more detail below. Monitor 20 collects information related to voltage, current and/or temperature of battery 12. This information is used in either raw form and provided to controller 18 over a databus 22, or used to perform diagnostic. Such diagnostics include determination of a state of health or state of charge of the battery 12.

FIG. 2 is a simplified block diagram of electronic battery monitor 20. Monitor 20 includes various sensors such as current sensor 30, voltage sensor 32 and temperature sensor 34. Current sensor 30 can be coupled to the battery 12 such that it may sense the current flowing into and out of the battery 12. Similarly, voltage sensor 32 can be coupled to the terminals battery 12 to measure a voltage across the terminals Temperature sensor 34 can be used to measure a temperature of the battery itself or other proximate components. Sensors 30, 32 and 34 coupled to an analog to digital converter 36 which digitizes their output and provides a representative digital signal to microprocessor 38. Microprocessor 38 operates in accordance with instructions and other values stored in memory 40 and is configured to communication using I/O circuitry 42.

During operation, microprocessor 38 monitors data collected from sensors 30, 32 and 34 and responsively communicates over databus 22. The data communicator over databus 22 may be raw values of monitored current, voltage or temperature, or may include other information. For example, microprocessor 38 may be configured to diagnose a condition of the battery based upon data collected from sensors 30, 32 and 34 and responsively communicate on databus 22. Such determinations includes battery state of health (SoH), battery state of charge (SocC) or other information. Such determinations are made using algorithms stored in the form of programming instructions in memory 40. The algorithms may include constant values including calibration values stored in memory 40. The communication over databus 22 may be made in accordance with any desired protocol including the CAN protocol, the LIN protocol, serial communication, as well as wireless protocols. A second optional databus 44 is also illustrated. Monitor 20 may include its own power source, however, typically monitor 20 will obtain power directly from the battery 12.

FIG. 3 is a block diagram of a battery test circuitry 110 or “tool” which includes a forcing function 140 and an amplifier 142 coupled to connectors 118. In the illustration of FIG. 3, connectors 118 are shown as Kelvin connections. In such a configuration, current is typically carried through one pair of terminals and a resultant voltage may be sensed with a second pair of terminals. The forcing function 140 can be any type of signal which has a time varying component including a transient signal. The forcing function can be through application of a load or by applying an active signal to battery 116. In one configuration, the forcing function 140 may be a component within the vehicle 10 itself. For example, loads within the vehicle 10 may be applied to cause current to be drawn from the battery 12. Similarly, charge circuitry 16 shown in FIG. 1 may be used to apply a forcing function in battery 12. A response signal is sensed by amplifier 142 and provided to analog to digital converter 144 which couples to microprocessor 146. Microprocessor 146 operates in accordance with instructions stored in memory 148. Microprocessor 146 can store data into memory 148.

Input/output (I/O) 152 is provided for coupling to the databus 112. I/O 152 can be in accordance with the desired standard or protocol. Data collected by battery test circuitry 110 can be stored in memory 148 and transmitted over bus 112 when pulled by external circuitry 114. In one embodiment, input/output 152 comprises an RF (Radio Frequency) or IR (Infrared) input/output circuit and bus 112 comprises electromagnetic radiation. In one configuration, input/output circuitry 152 is used to provide a local operator interface, for example, a display and user input, whereby an operator may locally control the battery tester 110.

Of course, the illustration of FIG. 3 is simply one simplified embodiment and other embodiments are in accordance with the invention. Databus 112 may be capable of coupling directly to memory 148 for retrieval of stored data. Additionally, in the illustrated embodiment microprocessor 146 is configured to measure a dynamic parameter based upon the forcing function 140. This dynamic parameter can be correlated with battery condition as set forth in the above-mentioned Champlin and Midtronics, Inc. patents. As used herein, a dynamic parameter refers to a parameter of the battery 12 which is measured based upon a forcing function which has a time varying value. These include time varying values which change periodically, those of which are transient in nature, or some other combination thereof. In one configuration, the forcing function is a relatively small signal in comparison with other loads drawn by the vehicle or applied to the battery. The forcing function may be a voltage or current signal, or some combination thereof. Both real and imaginary representations of sensed data may be used in determining the dynamic parameter. However, other types of battery tests circuitry can be used in the present invention and certain aspects of the invention should not be limited to the specific embodiment illustrated herein.

FIG. 3 also illustrates an optional input/output block 150 which can be any other type of input and/or output coupled to microprocessor 146. For example, this can be used to couple to external devices or to facilitate user input and/or output. Databus 112 can also be used to provide data or instructions to microprocessor 146. This can instruct the microprocessor 146 to perform a certain test, transmit specified data, update programming instructions, constant test parameters, etc. stored in memory 148. Although a microprocessor 146 is shown, other types of computational or other circuitry can be used to collect and place data into memory 148.

Input/output circuitry 152 is also configured to communicate with, for example, databus 44 (or 22) coupled to circuitry 20 shown in FIG. 2 through I/O circuitry 42. Using this communication link, tool 112 can be used to place programming information, or other values, into memory 40 of the monitor 20. This may be used as described above to store values within the memory 40 including, for example, updating diagnostic algorithms or programming instructions stored in memory 40. Similarly, databus 44 (or 22) can be used to retrieve information from memory 40, or other information provided by microprocessor 38. This allows the retrieval of log information, programming instructions, constants, or other data from memory 40 by tool 110.

During operation, an operator couples the tool 110 to the automotive vehicle. For example, connectors 18 may be coupled to vehicle battery 12 and the I/O circuitry 152 may be coupled to a databus of the vehicle. An operator uses the tool 110 to perform a battery test on the battery using any appropriate technique such as those described herein. Based upon the battery test, it can be determined if the battery is an appropriate battery for the particular vehicle. Information related to the battery may be stored in the memory 40 of the electronic monitor 20 shown in FIG. 2. This information may be calibration information, ratings of the battery, date or time information, specific information related to battery type or condition as well as information related to the manufacturer of the battery. Other types of information may also be communicated to electronic monitor 20 and stored in memory 40. The information can be communicated based upon a manual input provided by the operator or may be sent automatically. Other information may also be communicated to monitor 20 including revisions to diagnostic procedures or testing algorithms or other updates related to programming, Constants, calibration values, or other information as desired. In one configuration, tool 110 includes a temperature sensor (for example, I/O module 150 may include a temperature sensor) whereby temperature calibration information may be provided to electronic monitor 20. Similarly, data may also be read from the memory 40 including stored information, programming instructions, etc. This may be, for example, information related to testing, diagnostic information, information related to the life or usage of a battery or other information.

Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. As used herein, the term “microprocessor” includes any digital controller or the like. Although a dynamic parameter is described with respect to FIG. 3, any parameter of the battery may be measured for use in performing the battery test.

Further, the present invention includes other aspects related to programming in-vehicle battery sensors. In-vehicle battery sensors for vehicles frequently provide a resistance measurement. This resistance measurement can be converted to a cold cranking amp (CCA) measurement of the battery. However, from vehicle to vehicle, there tends to be an offset in a resistance measurement provided by the sensor and the converted CCA value. For example, the calculation used to determine CCA from resistance may be consistently offset by 10 percent in one vehicle and 5 percent in another vehicle. The offset may also be nonlinear. The offset may due to any number of factors, including the electrical system resistance in one vehicle as compared to another. Further, the resistance calculation generated by the sensor from one manufacturer may be slightly different than the resistance calculation calculated by the sensor from another manufacturer. There may be other reasons leading to such inaccuracies.

In one aspect, the present invention measures the CCA of a battery using an electronic battery tester and further reads the battery sensor resistance value from the in-vehicle battery sensor. Using these two pieces of information, the in-vehicle battery sensor can be calibrated and reprogrammed so that it provides a more accurate CCA measurement. Once a CCA output is available from the sensor, the sensor may also be programmed to implement a new algorithm for performing a battery test. This enables the sensor to send an output to the vehicle that indicates whether the battery is good or bad. For example, this may be based upon a determination of CCA as well as state of charge of the battery. The algorithm can be configured to match existing battery tester algorithms which are not used within vehicle battery monitors. Such a configuration allows the vehicle to tell an operator that a battery needs replacement. When the vehicle is brought in for service, a battery test performed using an electronic battery tester at a service station will preferably give approximately the same result as that obtained using the in-vehicle battery sensor.

The information from the in-vehicle battery sensor may also be used to control the internal charging system of the vehicle as well as an external battery charging system used to charge the vehicle battery.

In various aspects, the invention includes:

A device configured to read and write messages through the OBDII port, (or tester or charger) and send CCA values to the battery maintenance system for cross-verification, or calibration, etc.

An OBD-II or CAN communication device that collects data from the battery maintenance system (either wirelessly, or wired) during automated test procedures performed by a diagnostic charger/discharger or by driving the vehicle. The data would be used to populate characterization tables/maps that would describe battery behavior or vehicle behavior under different conditions. Vehicle starting capability analysis, discharge characteristics, recharge characteristics, idle-drain characteristics, etc. could be recorded for the purpose of creating algorithms for various vehicles or batteries. The device(s) may be able to send particular commands to the car through the CAN communications as part of this testing procedure. New algorithms may be programmed into the existing or future battery maintenance system devices based on this process.

Ability to program sensors with aftermarket batteries in cars. Using diagnostic tool to automate testing and program sensor for custom battery application.

The device could collect current and voltage data from the battery maintenance system (either wirelessly, or via OBDII CAN) to replace some functionality of an Intelligent Data Recorder.

The battery maintenance system could send a CCA value from an actual vehicle start to the device (or tester or charger) to enhance decision logic or other customer-value-added output.

The battery maintenance system could send out a much better, low-rate SOC value to the CVG (or tester or charger) to replace the simple SOC estimation based on voltage (which is often polarized—and therefore misleading). This could help the decision accuracy of the tester/charger tools.

The device could send battery test information to battery maintenance system sensor for registration and reset confirmation.

In one configuration, the device is embodied in a battery charger. In such a configuration a battery can be charged and/or discharged while monitoring parameters using the battery sensor. The battery charger can communicate with the sensor over a databus and obtain the sensed battery parameters. This information can be used to characterize the battery. For example, cold cranking amps (CCA) values can be determined at various states of charge. Additionally, the rate at which the battery charges can be determined. Similarly, changes in battery voltage when different loads are applied to the battery can be monitored. The measured data may be used to determine the peukert number for the battery. In such configurations, the forcing function 140 shown in FIG. 3 can comprise a battery charging source and/or an electrical load for application to the storage battery.

Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. 

What is claimed is:
 1. An in-vehicle battery sensor, comprising: a sensor configured to couple to the storage battery and provide a sensor output; a memory configured to store calibration information; an input configured to receive calibration information and save the calibration in the memory; and a controller configured to perform a battery test on the storage battery using the sensor output and the stored calibration information.
 2. The apparatus of claim 1 wherein the calibration information is correlated to cold cranking amps (CCA) of the battery.
 3. The apparatus of claim 1 wherein the controller measures a resistance of the battery and the stored calibration information correlates the measured resistance to cold cranking amps (CCA) of the battery.
 4. The apparatus of claim 1 wherein the memory is further configured to store a battery testing algorithm.
 5. The apparatus of claim 4 wherein the battery testing algorithm is received through the input and stored into the memory.
 6. The apparatus of claim 1 wherein the controller is further configured to determine state of charge of the battery.
 7. The apparatus of claim 6 wherein the controller identifies a bad battery based upon a measured CCA and a state of charge of the battery.
 8. A tool configured to program the battery sensor of claim
 1. 9. The apparatus of claim 8 wherein the tool further includes an electronic battery tester configured to perform a battery test on the battery and wherein a result from the electronic battery tester is used to provide the calibration information.
 10. The apparatus of claim 1 wherein the sensor measures voltage.
 11. The apparatus of claim 1 wherein the sensor measures current.
 12. A tool for programming electronic battery monitors, comprising: a sensor configured to couple to a storage battery and sense an electrical parameter of the storage battery; I/O circuitry configured to couple to an electronic battery monitor and communicate with the electronic battery monitor; and a microprocessor configured to perform a battery test on the storage battery using the sensor and further configured to store data in a memory in the electronic battery monitor through the I/O circuitry as a function of a result of the battery test.
 13. The apparatus of claim 12 wherein the microprocessor performs a test based upon a dynamic parameter.
 14. The apparatus of claim 12 wherein the microprocessor measures a conductance of the battery.
 15. The apparatus of claim 12 wherein the programming is related to amp hour capacity of the battery.
 16. The apparatus of claim 12 wherein the stored data is related to CCA of the battery.
 17. The apparatus of claim 12 wherein the stored data is related to the Peukert number of the battery.
 18. The apparatus of claim 12 wherein, the stored data is related to the battery chemistry.
 19. The apparatus of claim 12 wherein the I/O directly communicates with a databus of the vehicle.
 20. The apparatus of claim 19 wherein the databus is in accordance with the OBDII standard.
 21. The apparatus of claim 12 wherein the stored data is related to a full charge open circuit voltage of the storage battery.
 22. The apparatus of claim 12 wherein the stored data is related to a full discharge open circuit voltage of the storage battery.
 23. The apparatus of claim 12 wherein the I/O circuitry is configured to communicate with a databus of the electronic battery monitor.
 24. The apparatus of claim 23 wherein the databus is in accordance with the CAN standard.
 25. The apparatus of claim 23 wherein the databus is in accordance with the LIN standard.
 26. The apparatus of claim 23 wherein the stored data is a function of the battery test of the storage battery.
 27. The apparatus of claim 12 including a forcing function source configured to couple to the storage battery and apply a forcing function to the storage battery.
 28. The apparatus of claim 27 wherein the sensor is configured to sense a response of the storage battery to the applied forcing function.
 29. The apparatus of claim 12 including a local operator interface.
 30. The apparatus of claim 12 wherein the stored data comprises calibration information.
 31. The apparatus of claim 12 wherein the stored data comprises programming instructions related to an algorithm used by the electronic battery monitor to test the storage battery.
 32. The apparatus of claim 12 wherein the I/O circuitry comprises wireless communication circuitry.
 33. The apparatus of claim 12 wherein the I/O circuitry comprises wired communication circuitry.
 34. The apparatus of claim 12 including a battery charger configured to apply a charge to the storage battery.
 35. The apparatus of claim 12 including an electrical load configured to apply a load to the storage battery. 